Robot for motor vehicles



May 19, 1942. A. D. WARREN ROBOT FOR MOTOR VEHlCLES Original Filed July5, 1939 5 Sheets-Sheet l Inventor die jrren f Attorney.'

May 19, 1942.

Illllllllll- A; D. WARREN ROBOT` FOR MOTOR VEHICLES Original Filed July5, 1939 5 Sheets-Sheet 2 Attorneyv May 19,1942. A. D. WARREN ROBOT FORMOTOR VEHICLES original' Filed July 5, 1959 5 Sheets-Sheet 3 Inventor ByQMM A orney May 19 1942 A. D. WARREN 2,283,478

ROBOT FOR MOTOR VEHICLES Original Filed July 5, 1939 5 Sheets-Sheet 4 7d[IVG/IVE ELOC/f INLET A omey May 19,1942- A. D. WARREN 2,283,478v

ROBOT FOR MOTOR VEHICLES Original Filed July 5, 1939 5 Sheets-Sheet 5 Inventor A itorne y Patented May 19, 1942 -UNITED STATES PATENT OFFICEROBOT FOR MOTOR VEHICLES Arlie D. Warren, Muskogee, Okla.

Original application July- 5, 1939, Serial No.

282,953. Divided and this application May 8, 1940, Serial No. 334,075

4 Claims.

This invention relates to a robot for motor vehicles and moreparticularly to divisional subject matter of my copendlng applicationled July 5, 1939 and Serial No. 282,953, which has issued as Patent No.2,238,838, dated April 15, 1941.

The primary object of this invention resides in 'means whereby thegovernor of the robot which maintains the engine of the motor vehicleoperating at a selected speed may be rendered inoperative as to itscontrol of the engine when the motor vehicle is slowed down through theactuation of the brake or clutch pedals and to assume its control of theengine as soon as the operator permits the brake pedal to return tonon-brake applying position and the clutch pedal to assume clutchengaging position, said means thus permitting conventional engineoperation at the time the motor vehicle is slowed down or brought to astop.

With these and other objects in view, the invention consists in certainnovel features of construction, combination and arrangement of parts tobe hereinafter more fully described and claimed.

For a complete understanding of my invention, reference is to be had tothe following description and accompanying drawings, in which Figure 1is a fragmentary vertical sectional view, showing the application of myinvention to a portion of a motor vehicle.

Figure 2 is a fragmentary top plan view illustrating the clutchmechanism for connecting and disconnecting the governor .mechanism withthe throttle of the carbureter of the motor vehicle.

Figure 3 is a fragmentary top plan view, partly in section, showing theconnection of the present invention with the clutch and brake mechanismof the motor vehicle.

Figure 4 is a detail sectional view taken on the line 6 4 of Figure 2.

Figure 5 is a perspective view illustrating a connecting rod.

Figure 6 is a perspective view illustrating a connecting link.

Figure 7 is a fragmentary vertical sectional view illustratingX one typeof governor mechanism taken on the line Figure 11 is a detail sectionalview showing a circuit closer.

Figure 12 is a vertical sectional View illustrating one of the types ofgovernors used Vin connection with this invention. I

Figure 13 is a fragmentary side elevation illustratlng one side of thegovernor shown in Figure 12.

Referring in detail to the drawings.' the numeral 5 indicates afragmentary portion of a motor vehicle body, 6 a carbureter connected toan intake manifold 1 of an engine (not shown) of the motor vehicle. Theclutch and brake pedals of the motor vehicle are indicated by thecharacters 8 and 9, while a portion of the transmission housing of themotor vehicle is indicated by the character I0. The clutch pedals 8 and9 have connected to the journal ends thereofarms II. v'I'he arm I Iofthe clutch pedal is shown connected to a clutch operating rod I2 by apin I 3 extending through said arm II while the arm II of the brakepedal is connected to a brake operating rod I4 by a pin I5. Thecarbureter 6 or throttle valve thereof (not shown) is equipped with theusual shaft I6 to which an arm II is secured. The arm I1 is connected tothe accelerator mechanism I 8 of the vehicle by a connecting rod I9. Itis to be understood that all of the heretofore described construction isconventional on an automobile or motor vehicle except the shaft I 6which is modified tov permit the application of this invention to thecarbureter. The shaft I6 has a splined portion I1 on which is splined aclutch element I8' adapted to coact with a clutch element I9 journaledon the shaft I6 and whichhas adjustably secured thereto an arm 20. Aconnecting rod 2| joins the arm 20 to a governor mechanism 22.

- It is to be understood that the governor mechanism 22 may be of thetype as shown in Figures 1 and 12 or of the type as shown in Figures 7and 8 and indicated by the character 23.

The governor mechanism 22 is of the conventional construction and ismanufactured and sold under the name of Pierce and is frequentlyemployed for controlling speeds of operation of internal combustionengines principally used for stationary work. Further, it is to beunderstood that the Igovernor mechanism 22 is driven from the engine(not shown) of the motor vehicle by a belt 24. The governor mechanism 22includes a throttle operating arm 25 and a control arm 26. The purposeof the control arm 26 is'to vary the action of the governor on thethrottle valve of the carburetor. The governor control arm26 isconnected to a. speed varyingcontrol 21 mounted in convenient reach ofthe operatnr or driver of the motor vehicle. .The connection between thespeed varyingA control 1 and the arm 26 is by a y rod 28.

A bracket 29 is mounted on the carbureter 6 and pivotally supports abell .crank lever 38, one end of which iafprked, as' shown at 3l, and isreceived between spaced anges of the clutch element I8. The clutchelement I8' is normally urged in the direction of the clutch element I9'by a coil spring 32. The other end of thebell crank lever 30 has anupstanding apertured ear 33 which slidably receives a connecting rod 34the clutch element I8 from the clutch element I9' and thereby free theconnection between the governor mechanism and the throttle valve of thecarbureter.

A bell crank lever 31 is pivotally mounted on the bracket 29, employingthe same pivot as the bell crank lever 39 and one end thereof carries aright angularly disposed extension 38 which is adapted to engage withthe bell crank 38 on the movement of the bell crank lever 31 in onedirection for the purpose of imparting pivotal movement to the bellcrank lever 38 by the bell crank lever 31 to bring about disengagementof the clutch element I8' from the clutch element I9. A Bowden wire 39is connected to the bell crank lever 31 and the housing 49 thereof issupported on the bracket 29 by a clamp 4I and also by a sleeve 42 andthe latter is carried by a bracket 43 mounted on the transmissionhousing I8. A fitting 44 couples the Bowden wire 39 to a head 45 whichis connected to a bell-crank lever 46 -pivotally mounted on the bracket43 by a connecting link 41, the latter having offset ends, as`clearlyshown in Figure 5. The bell crank lever 46 has plvoted to one endthereof a tie plate 48 to which are pivotally connected links 49 havingelongated loop portions 58 which receive the pins I3 and I5 of theclutch and brake pedals. Coiled springs I are connected to the pins I5and I3 and4 to the vehicle for the the governor mechanism from thethrottle valve oi the carbureter. In many instances, the driverdepresses the clutch pedal at the same time as he depresses the brakepedal which also brings about disengagement of the clutch elements I 8'and I9' or the depressing of the clutch pedal alone will bring aboutdisengagement of the clutch elements I8' and I 9'.. Therefore, it willbe seen that when the vehicle is slowed down or brought to a stop thegovernor mechanism is disconnected from the throttle valve of thecarbureter, consequently permitting the engine to operate in aconventional manner or at idling speed.

The'control mechanism 21 heretoforebriefly referred to consists of acasing 54 mounted in convenient reach of the driver of the motor vehicleand is provided with a slot 55 and located on the casing adjacent saidslot are graduations 56 denoting miles perA hour and in this instance asshown has from twenty miles per hour to sixty miles per hour. A portionof thecasing 54 forms a quadrant 51, the teeth of which are indicated bythe character 58.- A control lever 59 is pivotally mounted on thequadrant and extends through the slot 55 and carries a pointer 60movable over the graduations 56. A spring influenced dog 6I is pivotallymounted on the lever 59 to coact with the teeth 58 of the quadrant 51for releasably securing the lever in various adjusted positions withrespect to the graduations. A latch having a hand grip 62 is pivotallymounted on the lever 59 adjacent the purpose of restoring the clutch`and brake pedals to their normal positions. A coiled spring 52 isconnected to the bell crank lever 46 and to the bracket 43, tending tohold the bell crank lever 46 in such a position that the pins I5 and I3will be positioned at one end of the looped portions 58 of theconnecting rods or links 49. The specic connection as described andshown in the drawings between the bell crank lever 46 and the' brake andclutch pedals is for the purpose of permitting the Bowden wire 39 to beactuated by either-the clutch or brake pedals independently of eachother or to be operated by the simultaneous movement of the brake andclutch pedals.

Thus it will be seen that the bell crank lever 31 will be operated byeither the operation of the brake pedal or the clutch pedal or both.With this arrangement the driver of the vehicle when slowing down saidvehicle, depresses the brake pedal which brings about disengagement ofthe clutch elements I 8 and I9' disconnecting handle thereof and isconnected to the dog 6I by a connecting rod 63, whereby the operator mayrelease the dog from the teeth 58 for adjusting the lever 59 withrespect to the graduations.

A stop 64 is formed on the casing 54 adjacent one end of the slot and isadapted to be engaged by the latch 62 for locking the lever 59 inneutral position, that is, in a position for rendering the presentinvention inoperative. An extension 65 is formed on the lever 59adjacent the pivoted end thereof and has the connecting rod 28 pivotedthereto. It will be seen through the varying ofthe position of the lever59 the governor mechanism 22 may be controlled, also the clutch elementsI8' and I9 may be engaged and disengaged.' This permits the driver tohave direct control of the governor for the connection thereof with thethrottle valve of the carbureter.

A contact strip 66 is mounted on the casing 54 adjacent the slot 55 andextends the distance of the graduations on the casing and is engaged bya contact 61 carried by the control lever 59 when said control lever isin position opposite any 'one of the markings of the graduations 56. Thecontacts 66 and 61 are connected in an electric circuit (not sho'wn)which includes therein a signal lamp 68, so as to give an indication orwarning when the control lever 59 is in any of Ais varied through themovement of the arm 26 in opposite directions. When the arm 26 is movedto the right in Figure 1, the tension 0f the spring 18 is decreased andwhen moved to the left is increased. This spring 10 also acts on the arm25 of the governor and the latter is latch 62 in engagement with thestop 64 the tension on the spring is at the lowest and as before stated,the clutch elements I8' and I9 are disengaged by the connection of therod 34 to the rod 28 and the stop collar 36 engaging the ear 33 ofthebell crank lever 30 and thereby impart a pivotal movement to thelatter.

It has been stated that the governor 22 is acted upon by the speed ofthe engine As explanatory, the type of governor 22 concerned includes agovernor shaft,22' journaled in a casing 23', one end of said shaftextending out of said casing and having fast thereon a driven pulley 24'over which the belt 24 is trained. Suitable bearings 25', 26', 21' and28' are provided in the casing 23' for said shaft 22'. A spider 29' islxedon the shaft 22' within the casing 23. A pair of weightedcentrifugal throw arms are pivoted as at 32' on said spider 29' uponopposite sides of said shaft 22', respectively, and

provided with ears 3|' adapted under outward throw of said arms toengage the anged end of a sleeve 33' and move the latter endwise in onedirection along said shaft 22', said sleeve being slidably mounted onsaid shaft for such movement thereon. The sleeve 33 is provided on itsother end with an end thrust bearing 34' which, under movement of saidsleeve 33 in said direction, exerts pressure against a crank arm 36'depending from and fast on a rock shaft 31' having the beforementionedarm 25 fast thereon. Such pressure against said crank arm 36' swings thesame to rock lthe shaft 31' in a,direction such that the arm 25 ismoved, in opposition to the spring 10, to the right, as shown in Figures1 and 12, to thereby close the throttle valve of the carburetor throughoperation of the lrod 2| and arm 20.

When driving the motor vehicle at any speed below twenty miles per hour,the throttle valve is operated through the accelerator mechanism as`usual. However, when the vehicle is to be driven for a long distanceand under safe road conditions, the operator moves the control lever 59opposite to the graduation marking designating the speed at which it isdesired for the vehicle to operate. When the control lever 59 assumesthis latter-named position, the signal lamp 68 is illuminated, a certainamount of tension is placed on the spring 10 of the governor mechanismand the clutch elements I8 and I9' are engaged which connects thegovernor mechanism to the throttle valve of the carbureter. With thegovernor mechanism connected to the throttle valve of the carbureter,the speed of the engine will then be controlled automatically andmaintained at theselected speed regardless of load condition. Should itbe necessary to slow the vehicle down, the operator depresses either theclutch or brake pedals or both which brings about disengagement of theclutch element I8 from the clutch element i9, interrupting the controlof the governor of the throttle valve and permits the latter to beactuated as usual by the accelerator mechanism or the engine at idlingspeed. As soon as the slowing down of the vehicle is discontinued andthe clutch and brake pedals return to normal position, permits thespring 32 to engage the clutch element I8' with the clutch element I9restoring the 75 driving connection betwen the governor mechanism andthe throttle valve of the carbureter so that the control of speed of theengine is then v again at the selected speed or at the speed settingmade by the control lever 59. It is to be understood that after theslowing down of the vehicle and it is again desired to place the engineunder the control of the governor it is necessary that the engine speedbe increased through the use of the accelerator to correspond with thespeed setting of the control mechanism 21.

The governor mechanism 23 may be substituted for the governor mechanism22 on engines of motorvehicles that employ a positive circulation ofVthe iiuid in the cooling system. The governor mechanism 23 is in theform of a casing 1| in which is mounted a diaphragm 12. The diaphragmdivides the casing 1I into separate chambers 13 and 14. 'I'he chamber 14is connected directly to the cooling system of the engine of the motorvehicle by a pipe 15 so that the pressure of the fluid in said coolingsystem will be directly against the diaphragm at one side thereof whilethe opposite side of the diaphragm is engaged by a plunger-like member16 under the influence of a spring 11. The member 16 has a pin and slotconnection with a bell crank lever 18 pivotally mounted on `the casing1l and to which is pivoted the connecting rod 2|. One end of the spring11 seats against a head 19 which bears against the diaphragm while theother end of the spring 11 engages a collar slidable on the member 16.The collar is engaged by a forked end 80' of a bell crank lever 3|pivotally mounted on the casing 1I and to which is pivotally connectedthe connecting rod 28. Thus it will be seen that the tension of thespring 11 may be varied by the position occupied by the control lever 59of the control mechanism 21. The action of the spring 11 is to open thethrottle valve while the fluid pressure in the chamber 14 of the casingof the .cooling system acts to close the throttle valve.

it will be seen that due to the increased speed of the engine withincreased pressure of the fluid in the cooling system, the throttlevalve will be moved towards a closed position and as this pressuredecreases the spring opens the throttle valve. This arrangement permitsthe speed of the vehicle to be maintained at the speed set by thecontrol lever 59 of the control mechanism 21.

A device of the character described in detail and shown in the drawingscan be conveniently adapted to motor vehicles now in the use whereby thespeed of the vehicle may be automatically maintained at a selected rateof speed and that the selected rate of speed may be varied at the willof the operator and further it will be seen that the construction ofthis device is such that it will automatically render the deviceinoperative when it is necessary to slow down or stop the vehicle and toagain come into operation when the vehicle reaches a predeterminedspeed, that is, when the brake pedal is released and the clutch pedalallowed to assume clutch-engaging position.

It is believed that the foregoing description, when taken in connectionwith the drawings will fully set forth the construction and advantagesof this invention to those skilled in the art to which such a devicerelates, so that further detailed description will not be required.

taneous operation of both for operating said clutch.

2. In an automotive vehicle, the combination with an engine, a fuelcontrol throttle ior the engine, an engine operated governor foroperat-V ing said throttle adjustable for variable operation, and clutchand brake pedals, respectively, the former establishing a drivingrelation between the engine and vehicle, of a clutch between saidgovernor and throttle, means settable into different positions tovariably adjust said governor, means operative by said ilrst means indiierent settings thereof to operate said clutch, and means operative byindependent operation of said clutch and brake pedals and also bysimultaneous operation of both` for operating the second mentionedmeans.

3. In an automotive vehicle, .the combination with an engine, a fuelcontrol throttle for said engine, an engine operated governor foroperating said throttle adjustable to vary operation thereof, of clutchand brake pedals, respectively,`

the former for establishing a driving relation between said engine andvehicle, and a clutch between said governor and throttle operative toconnect and disconnect the governor and throttle, settable means toadjust said governor to vary its operation, means operatively connectingsaid settable means to said clutch whereby said settable means isoperative to connect and disconnect the governor, and means operative byindependent operation of said pedals and also by simultaneous operationof both and coactingwith said first means to disconnect said clutch.

4. In an automotive vehicle, the combination with an engine, a fuelcontrol throttle for said engine, an engine operated governor forvariably operating said throttle at different engine speeds.

and clutch and brakepedals, respectively, the former for establishing adriving relation between said engine. and vehicle, of a clutch betweensaid governor and throttle operative to connect and disconnect saidgovernor and throttle, a pivotally mounted bell crank for operating theclutch, a second pivotally mounted bell crank for operating the ilrstbell crank to disconnect said clutch, a third lever pivotally mounted,means operatively connecting the third lever to the second-mentionedbell crank, and means to operate said third lever under independentoperation of said pedals and also under simultaneous operation of bothsaid pedals.

ARLIE D. WARREN.

